WO2021114345A1 - 一种轨道车辆及其底架 - Google Patents

一种轨道车辆及其底架 Download PDF

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Publication number
WO2021114345A1
WO2021114345A1 PCT/CN2019/126491 CN2019126491W WO2021114345A1 WO 2021114345 A1 WO2021114345 A1 WO 2021114345A1 CN 2019126491 W CN2019126491 W CN 2019126491W WO 2021114345 A1 WO2021114345 A1 WO 2021114345A1
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WIPO (PCT)
Prior art keywords
underframe
side beam
beams
stainless steel
coupler
Prior art date
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PCT/CN2019/126491
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English (en)
French (fr)
Inventor
许保磊
马纪军
宫高霞
张锦华
安超
李东波
王力
Original Assignee
中车唐山机车车辆有限公司
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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Priority to CA3196383A priority Critical patent/CA3196383A1/en
Publication of WO2021114345A1 publication Critical patent/WO2021114345A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • This application relates to the technical field of rail vehicles, in particular to a rail vehicle and its underframe.
  • the underframe of the relevant rail vehicle is the most important load-bearing structure of the stainless steel car body.
  • the load that the underframe needs to bear is much higher than that of other regions, and the importance of the underframe is more prominent.
  • the North American passenger railway vehicle design and manufacturing standard APTA PR-CS-S-034-99 requires the car body to withstand 3560KN of car end compression; for carbody structures that do not contain a collision energy management system, it should be able to withstand a coupler compression load of 2224KN ; For the car body structure with the collision energy management system, it should be able to withstand a coupler compression load that is not less than 1.25 times the shear load of the retracted coupler.
  • domestic EMUs adopt EN 12663 P-II standard, and the coupler compression load is 1500KN
  • domestic subways mostly adopt EN 12663 P-III standard, and the coupler compression load is 800KN
  • domestic carbon steel cars adopt the TB1335 standard, and the coupler compression load is 1500KN. It is 1180KN
  • UIC566 standard car end buffer position compression load is 2000KN
  • JIS 7105 passenger car Shinkansen EMU coupler compression load is 980KN.
  • the underframes of rail vehicles need to bear greater compressive loads.
  • the two types of double-decker vehicles in North America have different door positions, resulting in significantly different underframe structures.
  • the first type of double-decker car is made of stainless steel, and the doors are set at the end underframe, so that passengers can only use the side door with multi-steps near the end of the vehicle when getting on and off the low platform. Passengers using wheelchairs cannot use the low platform.
  • the middle underframe includes side walls on both sides, and the underframe is shaped like a ship structure; no collision energy absorption management system, underframe The retractable coupler cannot be installed.
  • Another type of double-decker side door is located in the middle of the passenger compartment, and there is no side beam that runs through the entire length of the car body; the middle underframe does not have a middle beam, and the side beam of the middle underframe needs a larger cross-section to load, which limits the vehicle's horizontal section adjustment space; low alloy
  • the outer surface of the steel car body is painted, which increases the weight; if the outer surface is changed to a stainless steel unpainted structure, the side wall needs to be changed to stainless steel, and the end underframe side beams and the middle underframe side beams that are in contact with the side walls must also be modified. It is made of stainless steel because of spot welding of low-alloy steel and stainless steel.
  • the embodiment of the present application provides a rail vehicle and its underframe.
  • the underframe is convenient for passengers to get on and off, reduces the cross-sectional area of the side beam of the middle underframe, increases the available space in the vehicle, improves the structural strength, and makes the stainless steel side wall and The characteristics of firm welding between the chassis.
  • an underframe for rail vehicles including a middle underframe and end underframes arranged at both ends of the middle underframe; A transitional connection structure between the frame and the end chassis;
  • the end underframe includes a corbel, an end underframe, an end beam, an end underframe side beam, a traction beam, and an end underframe floor;
  • the end underframe side beam is a double-sided beam structure, and the end underframe side beam includes welding
  • the low-alloy steel side beam connected to one end of the corbel and the stainless steel side beam connected by welding to the side of the low-alloy steel side beam away from the corbel;
  • a coupler mounting seat for installing a retractable coupler is fixedly installed on one side;
  • the traction beam is fixedly connected to the end underframe, the end beam and the bolster;
  • the traction beam is separated from the coupler mounting seat.
  • the end underframe and the end beams are arranged relative to each other;
  • the middle underframe includes two middle underframe side beams, at least one middle underframe middle beam, a cross beam, a middle underframe floor, and a door opening arranged on the periphery of the arc opening. Strong structure; two middle underframe side beams are arranged oppositely and both extend along the length direction of the middle underframe; the middle underframe middle beam and the middle underframe side beam are arranged in parallel; the cross beams are fixedly connected Between the side beam of the middle underframe and the middle beam of the middle underframe.
  • the transition connection structure includes two side transition beams arranged opposite to each other, at least one intermediate transition beam arranged between the two side transition beams, and welded connection to the A connecting plate between the side transition beam and the intermediate transition beam;
  • the intermediate transition beam is fixedly connected between the end underframe and the middle beam of the intermediate underframe;
  • the side transition beam is fixedly connected between the end underframe side beam and the middle underframe side beam.
  • the intermediate transition beam is made of stainless steel
  • the side transition beam is made of low alloy steel material.
  • the coupler mounting seat has a hollow structure, and an end of the coupler mounting seat facing away from the end chassis is provided with a coupler mounting surface;
  • the end underframe end beam is provided with a retreat through hole for allowing the retreat type coupler to retreat from the coupler mounting seat toward the traction beam;
  • the traction beam is provided with a retreat space for accommodating the retreat coupler.
  • the coupler mounting seat has a rectangular tubular structure, and the coupler mounting seat is provided with a plurality of through holes penetrating through the wall thickness.
  • the through holes are evenly distributed along the circumferential direction of the coupler mounting seat, and the through holes are arranged on the edge of the coupler mounting seat.
  • the low-alloy steel side beam includes a U-shaped channel steel side beam with an opening facing the traction beam and a vertical plate for sealing the opening;
  • the stainless steel side beam is a U-shaped stainless steel side beam, and the U-shaped stainless steel side beam is sleeved on the outer peripheral surface of the U-shaped channel steel side beam facing away from the traction beam;
  • a plurality of end bottom frame side beam reinforcement plates are welded in the cavity enclosed by the U-shaped channel steel side beam and the vertical plate.
  • the traction beam includes a first vertical plate, a second vertical plate, a top plate, a partition, and a bottom plate;
  • the first vertical plate and the second vertical plate are both arranged in parallel with the side beam of the end underframe;
  • the bottom plate and the top plate are both arranged in a horizontal direction, and are welded and connected between the first vertical plate and the second vertical plate;
  • the partition plate is welded to connect the first vertical plate and the second vertical plate, and is located between the bottom plate and the top plate in a vertical direction.
  • the heights of the first vertical plate and the second vertical plate are gradually reduced.
  • the doorway reinforcement structure includes a doorway reinforcement beam that is welded and connected to the inner side of the middle underframe side beam and corresponds to the position of the arc-shaped opening, and welded and connected to the middle underframe.
  • a plurality of reinforcing plates arranged along the horizontal direction on the arc-shaped opening side of the side beam, and a blocking plate welded to the arc-shaped opening side of the middle underframe side beam;
  • the doorway reinforcing beam is attached to the inner side of the side beam of the middle underframe; along the length direction of the middle underframe, the length of the doorway reinforcing beam is greater than the length of the arc-shaped opening.
  • the middle underframe side beam is composed of a first end side beam, a middle side beam, and a second end side beam that are sequentially welded and connected along the length direction of the middle underframe; wherein:
  • the middle side beam is made of a stainless steel plate with a thickness of 5mm;
  • the first end side beam and the second end side beam are made of stainless steel plates with a thickness of 6 mm;
  • the welding seams of the middle side beam and the first end side beam and the second end side beam are all located in the middle of the doorway.
  • the first end edge beam, the middle edge beam, and the second end edge beam are all provided with a reinforcing beam toward the doorway at the arc-shaped opening position.
  • the doorway reinforcing beam is provided with a side surface that matches the shape of the protrusion.
  • it further includes a footrest fixedly installed at the bottom of the side beam of the middle underframe and opposite to the arc-shaped opening.
  • the middle underframe further includes a triangular reinforcing plate fixedly connected between the side beams of the middle underframe and the middle beam of the middle underframe;
  • a plurality of anti-buckling plates for preventing the buckling of the underframe are welded to the top surface of the middle beam of the middle underframe, and the anti-buckling plates are used to fixedly connect the middle beam of the middle underframe and are arranged on the middle bottom.
  • the middle beam of the middle underframe is a rectangular tubular structure
  • the middle underframe floor is a stainless steel corrugated board.
  • a rail vehicle is also provided, and the rail vehicle includes any of the underframes provided in the above technical solutions.
  • the above-mentioned underframe adopts a non-boat-shaped structure, and the middle underframe and the end underframe are fixedly connected together through a transition connection structure, and an arc-shaped opening forming a doorway is provided on the edge beam of the middle underframe of the middle underframe, so that the doorway can be set at On the middle underframe part, the height of the doorway is lowered, and a footrest is set below the doorway to facilitate passengers getting on and off the train, making the rail vehicle more suitable for operation in a low platform operating environment, especially for people with limited mobility.
  • the middle underframe is not only provided with the middle underframe side beams, but also at least one middle underframe middle beam is arranged between the middle underframe side beams.
  • the middle beam of the middle underframe can share the load of the side beams of the middle underframe, which can reduce the cross-sectional area of the side beams of the middle underframe and increase the compressive load that the underframe can withstand;
  • the end underframe side beams of the end underframe adopt bilateral
  • the beam structure includes a low-alloy steel side beam welded and connected to one end of the corbel and a stainless steel side beam that is welded and connected to the low-alloy steel side beam.
  • the low-alloy steel side beam is convenient for welding connection with the corbel, and the stainless steel side beam is convenient Welding connection with the stainless steel side wall, so that the stainless steel side wall and the end underframe can be firmly welded, and the connection strength between the side wall and the end underframe is improved; at the same time, the end underframe is installed with a retractable coupler.
  • the coupler mounting seat, through which the retractable coupler can be adopted, and the retractable coupler can absorb energy during a collision, which is beneficial to improve the safety of passengers in a collision of the rail vehicle.
  • the underframe has the characteristics of facilitating passengers to get on and off the vehicle, reducing the cross-sectional area of the side beam of the middle underframe, increasing the available space in the vehicle, improving the structural strength, and making the stainless steel side wall and the end underframe welded firmly.
  • FIG. 1 is a schematic structural diagram of a chassis provided by an embodiment of the application
  • Figure 2 is a partial enlarged schematic view of the A part of the chassis provided in Figure 1;
  • Fig. 3 is a partial structural diagram of the transition connection structure of the underframe provided in Fig. 1;
  • FIG. 4 is a schematic diagram of the structure of the bottom frame at the middle end of the bottom frame provided in FIG. 1;
  • FIG. 5 is a schematic structural view of another angle of the end chassis of the chassis provided in FIG. 1;
  • Fig. 6 is a structural schematic diagram of the end underframe side beam of the end underframe provided in Fig. 4;
  • Fig. 7 is a B-B sectional structural schematic diagram of the end underframe side beam provided in Fig. 6;
  • Figure 8 is a schematic structural view of the middle chassis of the chassis provided in Figure 1;
  • Figure 9 is a schematic structural view of the doorway portion of the underframe provided in Figure 1;
  • FIG. 10 is a schematic diagram of the structure of the doorway portion of the middle chassis provided in FIG. 8.
  • the embodiments of the present application provide a rail vehicle and an underframe of the vehicle body.
  • the rail vehicle includes a vehicle body, and the vehicle body may adopt any of the underframes provided in the following embodiments.
  • the specific structure of the chassis can refer to the following embodiments.
  • the underframe 1 for rail vehicles includes a middle underframe 11, end underframes 12 arranged at both ends of the middle underframe 11, and a transition between the middle underframe 11 and the end underframe 12 fixedly connected to each other.
  • transitional connection structure 13 is arranged obliquely, and the end underframe 12 with a height difference and the middle underframe 11 are fixedly connected together;
  • the transitional connection structure 13 can be made of stainless steel Manufactured, and transfer the compressive load from the end underframe 12 to the middle underframe 11;
  • the end underframe 12 includes a corbel 121, an end underframe and an end beam 122, an end underframe side beam 123, a traction beam 124, and an end underframe floor 125;
  • the end underframe side beam 123 is a double-sided beam structure, and the end underframe side beam 123 It includes a low-alloy steel side beam 1231 welded and connected to one end of the corbel 121 and a stainless steel side beam 1232 that is welded and connected to the side of the low-alloy steel side beam 1231 away from the corbel 121;
  • the side is fixedly installed with a coupler mounting seat 126 for installing a retractable coupler;
  • the traction beam 124 is fixedly connected to the end underframe end beam 122 and the bolster 121;
  • the traction beam 124 is opposite to the coupler mounting seat 126 at the end underframe end beam 122 Set;
  • Figure 4, Figure 5, Figure 6 and Figure 7, along the width direction of the bottom frame 1 the end bottom frame 12 is provided with
  • the low-alloy steel side beams 1231 are welded to the corbel 121. Because the corbel 121 is made of low-alloy steel, it is made of low-alloy steel.
  • the side beam 1231 can be fusion welded with the corbel 121, so that the low-alloy steel side beam 1231 and the corbel 121 can be firmly connected together; because the stainless steel side beam 1232 and the stainless steel side wall panels are made of stainless steel, so by setting The stainless steel side beam 1232 on the outside of the end underframe side beam 123 is convenient for spot welding with the stainless steel side wall panel, thereby improving the connection strength between the end underframe side beam 123 and the side wall panel; while the low alloy steel side beam 1231 and the stainless steel side beam The 1232 can be welded by fusion welding, and the welding seam can be shielded inside, thereby improving the connection strength and reliability between the end chassis 12 and the side wall; the end chassis 12 is provided with a retractable type for installation The coupler mounting seat 126 of the coupler.
  • the crush tube of the retractable coupler can produce compression deformation by absorbing the impact force.
  • the coupler can still face the end
  • the bottom of the underframe 12 retreats without being blocked by the car body, preventing the coupler from directly transmitting the collision force to the car body, so that other energy absorbing devices are triggered to participate in energy absorption during the coupler shearing and retreating process, instead of directly deforming the car body , Improve the safety of rail vehicles.
  • the middle underframe 11 includes two middle underframe side beams 111 provided with an arc-shaped opening 1111 for forming a doorway, at least one middle underframe middle beam 112, a cross beam 113, a middle underframe floor 114, and arranged around the arc-shaped opening 1111
  • Two middle underframe side beams 111 are arranged oppositely and extend along the length of the middle underframe 11; the middle underframe middle beam 112 and the middle underframe side beam 111 are arranged in parallel; the cross beam 113 is fixedly connected in the middle Between the bottom frame side beam 111 and the middle bottom frame middle beam 112.
  • the middle bottom frame 11 is not only provided with two middle bottom frame side beams 111, but also two middle bottom frames are provided between the two middle bottom frame side beams 111.
  • the middle frame beam 112 is provided with a through middle underframe middle beam 112, so that the middle underframe 11 can not only be carried by the middle underframe side beam 111, but also can be shared by the middle underframe side beam 111 by the middle underframe middle beam 112.
  • the load of the middle underframe side beam 111 can be reduced, so that the structural size and cross-sectional area of the middle underframe side beam 111 can be reduced, and the cross-sectional height of the middle underframe side beam 111 can be reduced.
  • the middle bottom frame 11 is made of stainless steel. Compared with the related carbon steel material middle bottom frame, the middle bottom frame 11 of the embodiment of the present application is beneficial to improve the anti-corrosion performance.
  • the number of beams 112 in the middle underframe is not limited to the two shown in Fig. 1, but can also be one, three or more. The specific number and position of the beams can be set according to actual needs; the structure shown in Fig. 1 and Fig. 8 As shown, the middle underframe side beam 111 is provided with an arc-shaped opening 1111 for forming a doorway, and each middle underframe side beam 111 is provided with two arc-shaped openings 1111, and the arc-shaped openings 1111 are close to the end bottom.
  • the frame 12 is installed on one side. Due to the low height of the middle underframe 11, the doorway is arranged on the middle underframe 11, which is convenient for passengers to get on and off, and is more suitable for operation in a low platform operating environment, especially for people with reduced mobility through wheelchair ramps. Boarding.
  • the above-mentioned underframe 1 adopts a non-boat-shaped structure, and the middle underframe 11 and the end underframe 12 are fixedly connected together through the transition connection structure 13, and the middle underframe side beam 111 of the middle underframe 11 is arranged
  • the middle underframe 11 is not only provided with a middle underframe side beam 111, but also is provided with at least one middle underframe middle beam 112 between the middle underframe side beams 111.
  • the middle underframe beam 112 can share the load of the middle underframe side beam 111, which can reduce the cross-sectional area of the middle underframe side beam 111, and at the same time increase the compressive load that the underframe 1 can bear; the end bottom of the end underframe 12
  • the frame edge beam 123 adopts a double-sided beam structure, and includes a low alloy steel edge beam 1231 welded to one end of the corbel 121 and a stainless steel edge beam 1232 welded to the low alloy steel edge beam 1231.
  • the low alloy steel edge beam 1231 facilitates communication with The corbel 121 is welded and connected, and the stainless steel side beam 1232 is used to facilitate the welding connection with the stainless steel side wall, so that the stainless steel side wall and the end underframe 12 can be firmly welded, and the connection strength between the side wall and the end underframe 12 is improved; at the same time; ,
  • a coupler mount 126 for installing a retractable coupler is installed on the end underframe 12, through which a retractable coupler can be adopted, and the retractable coupler absorbs part of the collision energy during a collision and then shears and retracts.
  • the coupler does not touch the rear car body during the retreat process, so that the collision load exceeding the shear force of the coupler is not directly transmitted to the car body, so that other energy absorbing devices are triggered to participate in energy absorption when the coupler is retracted, instead of the car body Direct deformation occurs, which is beneficial to improve the safety of passengers in a collision of rail vehicles.
  • the underframe 1 has the characteristics of facilitating passengers to get on and off the vehicle, reducing the cross-sectional area of the middle underframe side beam 111, increasing the available space in the vehicle, improving the structural strength, and making the stainless steel side wall and the end underframe 12 welded firmly.
  • the transition connection structure 13 includes two side transition beams 131 arranged oppositely, and at least one intermediate transition set between the two side transition beams 131
  • the beam 132, and the connecting plate 133 welded and connected between the side transition beam 131 and the middle transition beam 132; the middle transition beam 132 is fixedly connected between the end underframe 12 and the middle underframe 112; the side transition beam 131 It is fixedly connected between the end underframe side beam 123 and the middle underframe side beam 111.
  • the middle transition beam 132 is made of stainless steel; the side transition beams 131 are made of low alloy steel.
  • the transition connection structure 13 is provided with two side transition beams 131.
  • the side transition beams 131 correspond to the end underframe side beams 123 of the end underframe 12 and the middle underframe side beam 111 in one-to-one correspondence.
  • the end underframe side beam 123 on the same side of the underframe 1 and the middle underframe side beam 111 are fixedly connected by the side transition beams 131; the middle transition beam 132 is connected to the middle underframe middle beam 112 and the end bottom of the middle underframe 11
  • the longitudinal beams (not shown in the figure) of the frame 12 are in one-to-one correspondence, and the middle beam 112 of the middle underframe and the longitudinal beams of the end underframe 12 are fixedly connected by the intermediate transition beam 132, so as to realize the end underframe 12 to the middle bottom.
  • the load transfer between the frames 11; the arrangement position and number of the intermediate transition beams 132 can correspond to the middle beams 112 of the intermediate underframe one to one.
  • the transitional connection structure 13 adopts the above-mentioned structure, which can ensure the connection strength and rigidity between the end underframe 12 and the middle underframe 11, and meet the index requirements of North American passenger railway vehicles.
  • the coupler mounting seat 126 is a hollow structure, and the coupler mounting seat 126 faces away from the end of the end chassis 12 A coupler mounting surface is provided; the end underframe end beam 122 is provided with a retreat through hole for allowing the retreat type coupler to retreat from the coupler mounting seat 126 toward the traction beam 124; the traction beam 124 is provided for accommodating the return Retraction space for retractable couplers.
  • the coupler mounting seat 126 may have a rectangular tubular structure, and the coupler mounting seat 126 is provided with a plurality of through holes 1261 penetrating through the wall thickness.
  • the through holes 1261 are evenly distributed along the circumferential direction of the coupler mounting seat 126 and the through holes 1261 are arranged on the edge of the coupler mounting seat 126.
  • connecting flanges may be provided at both ends of the coupler mounting seat 126, and the through hole 1261 may be provided in the coupler.
  • the edge of the mounting seat 126 can also be arranged on the side of the coupler mounting seat 126, that is, the setting position and the setting number of the through holes 1261 can be determined according to the actual situation, and are not limited to those shown in the structure in Figs. 4 and 5 Coupler mounting seat 126.
  • the coupler mounting seat 126 may be a hollow steel casting.
  • the low-alloy steel side beam 1231 includes a U-shaped channel steel side beam 12311 with an opening facing the traction beam 124 and a vertical plate 12312 for sealing the opening;
  • the stainless steel side beam 1232 is a U-shaped stainless steel side Beam 1232, U-shaped stainless steel side beam 1232 is sleeved on the outer peripheral surface of the U-shaped channel steel side beam 12311 away from the traction beam 124; along the length of the U-shaped channel steel side beam 12311, in the U-shaped channel steel side beam 12311
  • a plurality of end underframe side beam reinforcement plates 1233 are welded in the cavity enclosed by the vertical plate 12312.
  • the U-shaped stainless steel side beam 1232 is used to facilitate welding with the stainless steel side wall panels of the side wall, and the U-shaped channel steel side beam 12311 is used to facilitate the connection with carbon steel components such as the end underframe cross beam and the corbel 121 Therefore, the end underframe side beam 123 with double-layer structure is particularly suitable for the stainless steel car body; the vertical plate 12312 and the end underframe side beam reinforcement plate 1233 provided on the inner side of the stainless steel side beam 1232 can make the end bottom frame
  • the entire structure of the side beam 123 constitutes a stable box structure, which can greatly improve the anti-compression performance of the coupler, so that the car body structure can meet the load-bearing requirements of the heavy compression working condition (for example, the compression 3560kN working condition).
  • the traction beam 124 includes a first vertical plate (not shown in the figure), a second vertical plate (not shown in the figure), a top plate (not shown in the figure), and a partition (not shown in the figure). Shown) and a bottom plate (not shown in the figure); the first vertical plate and the second vertical plate are both arranged in parallel with the end underframe side beam 123; along the direction from the end underframe 12 to the middle underframe 11, the first vertical plate The heights of the plate and the second vertical plate are gradually reduced; the bottom plate and the top plate are arranged in the horizontal direction and are welded and connected between the first vertical plate and the second vertical plate; the partition plate is welded to connect the first vertical plate and the second vertical plate. Plate, and is located between the bottom plate and the top plate in the vertical direction.
  • the above-mentioned traction beam 124 is made by welding multiple plates and forms a box-shaped structure, so that the traction beam 124 has a higher structural strength and rigidity during normal operation, and when the rail vehicle collides, the retractable type
  • the coupler can smoothly retreat from the outer side of the end underframe 12 to the side of the traction beam 124 under the squeeze of the collision energy.
  • a doorway reinforcement structure is provided in the area around the middle underframe 11 where the doorway is provided. As shown in the structure of Figures 9 and 10, the doorway reinforcement structure includes welding connection to the edge of the middle underframe.
  • the door reinforcement beam 115 inside the beam 111 and corresponding to the position of the arc-shaped opening 1111, a plurality of reinforcement plates 116 welded and connected to the arc-shaped opening 1111 side of the middle underframe side beam 111 and arranged in the horizontal direction, and welded in the middle
  • the blocking plate 117 on the side of the arc-shaped opening 1111 of the underframe side beam 111; the doorway reinforcement beam 115 is attached to the inner side of the middle underframe side beam 111; along the length direction of the middle underframe 11, the length of the doorway reinforcement beam 115 is greater than the arc The length of the opening 1111.
  • the part of the middle underframe side beam 111 with the arc-shaped opening 1111 can be partially strengthened to avoid the lowering caused by the arc-shaped opening 1111.
  • the structural strength and rigidity of the middle underframe 11 will also increase the structural strength and rigidity of the underframe 1 through the doorway reinforcement structure, so that the underframe 1 can meet customer requirements.
  • the middle underframe side beam 111 is formed along the length of the middle underframe 11.
  • the first end side beams 1112, the middle side beams 1113, and the second end side beams 1114 are welded and connected in sequence; among them: the middle side beam 1113 is made of a stainless steel plate with a thickness of 5mm; the first end side beam 1112 Both the second end side beam 1114 and the second end side beam 1114 are made of a stainless steel plate with a thickness of 6 mm; the welding seams of the middle side beam 1113, the first end side beam 1112 and the second end side beam 1114 are located in the middle of the doorway.
  • the arc-shaped opening 1111 provided on the side beam 111 of the underframe reduces the structural strength of the side beam 111 of the middle underframe, and the middle side beam 1113 made of 5mm thick stainless steel plate is used in the middle of the middle underframe 11 to make the middle underframe side
  • the beam 111 can reduce the mass of the underframe 1 under the premise of meeting the structural strength requirements, which is beneficial to the realization of the lightweight design of the underframe 1.
  • the first end side beam 1112, the middle side beam 1113, and the second end side beam 1114 are in an arc shape.
  • the opening 1111 is provided with a protrusion facing the side of the doorway reinforcing beam 115; the doorway reinforcing beam 115 is provided with a side surface that matches the shape of the protrusion. That is, along the width direction of the underframe 1, the width dimension of the middle underframe side beam 111 around the doorway is larger than that of other parts, thereby increasing the width dimension of the middle underframe side beam 111 around the doorway and further improving the middle underframe.
  • the structural strength and rigidity of the side beam 111 around the doorway enable the underframe 1 to meet the index requirements of North American customers.
  • the aforementioned underframe 1 further includes a footrest 14 fixedly installed at the bottom of the side beam 111 of the middle underframe and opposite to the arc-shaped opening 1111.
  • a footrest 14 fixedly installed at the bottom of the side beam 111 of the middle underframe and opposite to the arc-shaped opening 1111.
  • the middle underframe 11 also includes a fixed The triangular reinforcement plate 118 connected between the side beam 111 of the middle underframe and the middle beam 112 of the middle underframe, the triangular reinforcement plate 118 can be welded to the middle underframe floor 114; the top surface of the middle beam 112 of the middle underframe is welded to A plurality of anti-buckling plates 119 to prevent the underframe 1 from buckling.
  • the anti-buckling plates 119 are used to fix the middle underframe middle beam 112 and the cross beams 113 arranged on both sides of the middle underframe middle beam 112.
  • the anti-buckling plates 119 can prevent The underframe 1 buckles under a large compressive load;
  • the middle underframe beam 112 is a rectangular tubular structure;
  • the middle underframe floor 114 is a stainless steel corrugated plate, and the middle low-cost floor can be prevented from buckling by the stainless steel corrugated plate.

Abstract

一种轨道车辆及其底架，其中底架包括中间底架（11）、端底架（12）、固定连接在中间底架与端底架之间的过渡连接结构（13）；端底架边梁（123）为双边梁结构，包括焊接连接于枕梁（121）一端的低合金钢边梁（1231）和焊接连接于低合金钢边梁背离枕梁一侧的不锈钢边梁（1232）；端底架端梁（122）在背离枕梁的一侧固定安装有车钩安装座（126）；牵引梁（124）与车钩安装座隔端底架端梁相对设置；中间底架包括设置有用于形成门口的弧形开口（1111）的两个中间底架边梁（111）、至少一个中间底架中梁（112）、横梁（113）、中间底架地板（114）以及门口补强结构；中间底架中梁与中间底架边梁平行设置。该底架具有方便乘客上下车、减小边梁截面积、提高结构强度、使不锈钢侧墙与底架之间焊接牢固的特点。

Description

一种轨道车辆及其底架 技术领域
本申请涉及轨道车辆技术领域，具体地，涉及一种轨道车辆及其底架。
背景技术
相关轨道车辆的底架是不锈钢车体最重要的承载结构。在北美客车车体结构中，底架需要承受的载荷远高于其他地区的客车底架，底架的重要性更为突出。北美客运铁路车辆的设计和制造标准APTA PR-CS-S-034-99要求车体需要承受3560KN的车端压缩；对于不含碰撞能量管理系统的车体结构，应能承受2224KN的车钩压缩载荷；对于含碰撞能量管理系统的车体结构，应能承受不小于回退式车钩剪切载荷1.25倍的车钩压缩载荷。相比之下，国内动车组采用EN 12663 P-II标准，车钩压缩载荷为1500KN，国内地铁多采用EN 12663 P-III标准，车钩压缩载荷为800KN；国内碳钢车采用TB1335标准，车钩压缩载荷为1180KN；UIC566标准车端缓冲器位置压缩载荷为2000KN；JIS 7105客车、新干线动车车钩压缩载荷为980KN。
相比之下，北美客车的强度要求明显高于其他地区。轨道车辆的底架需要承受更大的压缩载荷。北美相关两种类型双层车因门口位置不同，导致底架结构明显不同。第一种双层车为不锈钢材质，车门设置在端底架位置，使乘客在低站台上下车时只能使用靠近车辆最端部的带多级台阶的侧门，使用轮椅的乘客无法在低站台顺利登车；含有从一端端底架延伸至另一端端底架的不锈钢大截面边梁；中部底架包含两侧部分侧墙，底架形似船型结构；未设置碰撞吸能管理系统，底架无法安装回退式车钩。另一种双层车侧门位于客室中部，没有贯穿整个车体长度的边梁；中部底架没有中梁，中间底架边梁需要较大截面来承载，限制了车辆平断面调整空间；低合金钢车体外表面涂装，增加了重量；若外表面改为不锈钢无涂装结构，则侧墙需要改为不锈钢材质，与侧墙接触的 端底架边梁、中间底架边梁也必须改为不锈钢材质，原因是低合金钢和不锈钢点焊，低合金钢一侧几乎没有熔核，焊接不合格；但是不锈钢板没有厚板，简单替换材质难以符合车体强度要求；中部底架采用普通低合金钢，防腐效果差。
发明内容
本申请实施例中提供了一种轨道车辆及其底架，该底架具有方便乘客上下车、减小中间底架边梁截面积、增加车内可用空间、提高结构强度、使不锈钢侧墙与底架之间焊接牢固的特点。
根据本申请实施例的第一个方面，提供了一种用于轨道车辆的底架，包括中间底架和设置于所述中间底架两端的端底架；还包括固定连接在所述中间底架与所述端底架之间的过渡连接结构；
所述端底架包括枕梁、端底架端梁、端底架边梁、牵引梁以及端底架地板；所述端底架边梁为双边梁结构，所述端底架边梁包括焊接连接于所述枕梁一端的低合金钢边梁和焊接连接于所述低合金钢边梁背离所述枕梁一侧的不锈钢边梁；所述端底架端梁在背离所述枕梁的一侧固定安装有用于安装回退式车钩的车钩安装座；所述牵引梁与所述端底架端梁和所述枕梁均固定连接；所述牵引梁与所述车钩安装座隔所述端底架端梁相对设置；
所述中间底架包括设置有用于形成门口的弧形开口的两个中间底架边梁、至少一个中间底架中梁、横梁、中间底架地板以及设置于所述弧形开口周边的门口补强结构；两个所述中间底架边梁相对设置且均沿所述中间底架的长度方向延伸；所述中间底架中梁与所述中间底架边梁平行设置；所述横梁固定连接在所述中间底架边梁和所述中间底架中梁之间。
在一些可选的实现方式中，所述过渡连接结构包括相对设置的两个侧边过渡梁、设置于两个所述侧边过渡梁之间的至少一个中间过渡梁、以及焊接连接于所述侧边过渡梁和所述中间过渡梁之间的连接板；
所述中间过渡梁固定连接在所述端底架与所述中间底架中梁之间；
所述侧边过渡梁固定连接在所述端底架边梁与所述中间底架边梁之间。
在一些可选的实现方式中，所述中间过渡梁为不锈钢材料制成；
所述侧边过渡梁为低合金钢材料制成。
在一些可选的实现方式中，所述车钩安装座为中空结构，所述车钩安装座背离所述端底架的端部设置有车钩安装面；
所述端底架端梁设置有用于使回退式车钩从所述车钩安装座朝向所述牵引梁方向回退时穿设的回退通孔；
所述牵引梁设置有用于容置所述回退式车钩的回退空间。
在一些可选的实现方式中，所述车钩安装座为矩形管状结构，所述车钩安装座设置有贯穿壁厚的多个通孔。
在一些可选的实现方式中，所述通孔沿所述车钩安装座的周向均匀分布且所述通孔设置于所述车钩安装座的棱边上。
在一些可选的实现方式中，所述低合金钢边梁包括开口朝向所述牵引梁的U形槽钢边梁以及用于封堵所述开口的立板；
所述不锈钢边梁为U形不锈钢边梁，所述U形不锈钢边梁套设在所述U形槽钢边梁背离所述牵引梁的一侧外周面；
沿所述U形槽钢边梁的长度延伸方向，在所述U形槽钢边梁与所述立板围成的腔体内焊接有多个端底架边梁加强板。
在一些可选的实现方式中，所述牵引梁包括第一立板、第二立板、顶板、隔板和底板；
所述第一立板和所述第二立板均与所述端底架边梁平行设置；
所述底板和所述顶板均沿水平方向设置、且焊接连接于所述第一立板和所述第二立板之间；
所述隔板焊接连接所述第一立板和所述第二立板，并且沿竖直方向位于所述底板和所述顶板之间。
在一些可选的实现方式中，沿从所述端底架朝向所述中间底架的方向，所述第一立板和所述第二立板的高度均逐渐减小。
在一些可选的实现方式中，所述门口补强结构包括焊接连接于所述中间底架边梁内侧且与所述弧形开口位置相对应的门口补强梁、焊接连接于所述中间底架边梁的所述弧形开口侧且沿水平方向设置的多个补强板、以及焊接在所述中间底架边梁的所述弧形开口侧的堵板；
所述门口补强梁贴附于所述中间底架边梁的内侧；沿所述中间底架的长度方向，所述门口补强梁的长度大于所述弧形开口的长度。
在一些可选的实现方式中，所述中间底架边梁由沿所述中间底架的长度方向依次焊接连接的第一端部边梁、中部边梁和第二端部边梁构成；其中：
所述中部边梁采用厚度为5mm的不锈钢板制成；
所述第一端部边梁和所述第二端部边梁均采用厚度为6mm的不锈钢板制成；
所述中部边梁与所述第一端部边梁和所述第二端部边梁的焊缝均位于所述门口的中部。
在一些可选的实现方式中，所述第一端部边梁、所述中部边梁以及所述第二端部边梁在所述弧形开口位置处均设置有朝向所述门口补强梁一侧的凸起；
所述门口补强梁设置有与所述凸起形状配合地侧面。
在一些可选的实现方式中，还包括固定安装于中间底架边梁底部且与所述弧形开口位置相对的脚踏板。
在一些可选的实现方式中，所述中间底架还包括固定连接在所述中间底架边梁和所述中间底架中梁之间的三角形加强板；
在所述中间底架中梁的顶面焊接有用于防止所述底架屈曲的多个防屈曲板，所述防屈曲板用于固定连接所述中间底架中梁和设置在所述中间底架中梁两侧的所述横梁；
所述中间底架中梁为矩形管状结构；
所述中间底架地板为不锈钢波纹板。
根据本申请实施例的第二个方面，还提供了一种轨道车辆，该轨道车辆包 括上述技术方案提供的任意一种底架。
采用本申请实施例中提供的轨道车辆及其底架，具有以下有益效果：
上述底架采用非船形结构，通过过渡连接结构将中间底架和端底架固定连接一起，并在中间底架的中间底架边梁上设置有形成门口的弧形开口，使得门口可以设置在中间底架部分上，降低了门口的高度，且在门口下方设置了一个脚踏板，方便乘客上下车，使轨道车辆更适合在低站台运行环境下运营，尤其方便行动不便人士通过一端搭放在门口、一端搭放在站台上的小坡度轮椅坡道登车；中间底架不仅设置有中间底架边梁，并在中间底架边梁之间设置有至少一个中间底架中梁，通过中间底架中梁可以分担中间底架边梁的载荷，能够减小中间底架边梁的截面积，同时还能提高底架可承受的压缩载荷；端底架的端底架边梁采用双边梁结构，并包括焊接连接于枕梁一端的低合金钢边梁和焊接连接于低合金钢边梁的不锈钢边梁，通过低合金钢边梁便于与枕梁焊接连接，而通过不锈钢边梁便于与不锈钢侧墙焊接连接，使不锈钢侧墙与端底架之间能够牢固焊接，提高侧墙与端底架之间的连接强度；同时，在端底架上安装有用于安装回退式车钩的车钩安装座，通过该车钩安装座能够采用回退式车钩，通过回退式车钩在碰撞时回退吸能，有利于提高轨道车辆在碰撞时乘客的安全性。
因此，该底架具有方便乘客上下车、减小中间底架边梁截面积、增加车内可用空间、提高结构强度、使不锈钢侧墙与端底架之间焊接牢固的特点。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例提供的一种底架的结构示意图；
图2为图1中提供的底架在A部分的局部放大结构示意图；
图3为图1中提供的底架的过渡连接结构的局部结构示意图；
图4为图1中提供的底架中端底架的结构示意图；
图5为图1中提供的底架的端底架的另一个角度的结构示意图；
图6为图4中提供的端底架的端底架边梁的结构示意图；
图7为图6中提供的端底架边梁的B-B剖视结构示意图；
图8为图1中提供的底架的中间底架的结构示意图；
图9为图1中提供的底架的门口部分的结构示意图；
图10为图8中提供的中间底架的门口部分的结构示意图。
附图标记：
1-底架；11-中间底架；12-端底架；13-过渡连接结构；14-脚踏板；
111-中间底架边梁；112-中间底架中梁；113-横梁；114-中间底架地板；115-门口补强梁；116-补强板；117-堵板；118-三角形加强板；119-防屈曲板；1111-弧形开口；1112-第一端部边梁；1113-中部边梁；1114-第二端部边梁；
121-枕梁；122-端底架端梁；123-端底架边梁；124-牵引梁；125-端底架地板；126-车钩安装座；1231-低合金钢边梁；1232-不锈钢边梁；1233-端底架边梁加强板；1261-通孔；12311-U形槽钢边梁；12312-立板；
131-侧边过渡梁；132-中间过渡梁；133-连接板。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
本申请实施例提供了一种轨道车辆及其车体的底架，轨道车辆包括车体，车体可以采用以下实施例提供的任意一种底架。底架的具体结构可以参考以下各个实施例。
如图1结构所示，用于轨道车辆的底架1包括中间底架11、设置于中间底架11两端的端底架12、固定连接在中间底架11与端底架12之间的过渡连接结构13；中间底架11的具体结构可以参考图8；端底架12的具体结构可以参 考图4和图5；过渡连接结构13的具体结构可以参考图3；如图1结构所示，中间底架11的两端分别设置有一个端底架12，其中，中间底架11的一端通过一个过渡连接结构13安装有一个端底架12，另一端通过另一个过渡连接结构13安装有另一个端底架12；如图1和图3结构所示，过渡连接结构13倾斜设置，将具有高度差的端底架12和中间底架11固定连接在一起；过渡连接结构13可以采用不锈钢材料制成，并将压缩载荷由端底架12传递到中间底架11；
端底架12包括枕梁121、端底架端梁122、端底架边梁123、牵引梁124以及端底架地板125；端底架边梁123为双边梁结构，端底架边梁123包括焊接连接于枕梁121一端的低合金钢边梁1231和焊接连接于低合金钢边梁1231背离枕梁121一侧的不锈钢边梁1232；端底架端梁122在背离枕梁121的一侧固定安装有用于安装回退式车钩的车钩安装座126；牵引梁124与端底架端梁122和枕梁121均固定连接；牵引梁124与车钩安装座126隔端底架端梁122相对设置；如图4、图5、图6和图7结构所示，沿底架1的宽度方向，端底架12设置有相对的两个端底架边梁123，端底架边梁123采用双边梁结构，包括层叠设置的低合金钢边梁1231和不锈钢边梁1232，通过低合金钢边梁1231与枕梁121进行焊接，由于枕梁121采用低合金钢材料制成，采用低合金钢边梁1231可以与枕梁121熔化焊接，使得低合金钢边梁1231与枕梁121能够牢固地连接在一起；由于不锈钢边梁1232与不锈钢侧墙板均采用不锈钢材料制成，因此，通过设置在端底架边梁123外侧的不锈钢边梁1232便于与不锈钢侧墙板进行点焊，从而提高端底架边梁123与侧墙板的连接强度；而低合金钢边梁1231和不锈钢边梁1232之间可以通过熔化焊进行焊接，并且焊缝可以被遮挡在内部，从而提高端底架12与侧墙之间的连接强度和可靠性；在端底架12上设置有用于安装回退式车钩的车钩安装座126，在轨道车辆碰撞过程中，回退式车钩自带的压溃管可以通过吸收撞击力产生压缩变形，当车钩承受的载荷超出车钩剪切载荷后，车钩还能朝向端底架12底部回退而不被车体阻挡，防止车钩将碰撞力直接传递到车体，便于在车钩剪切回退过程中其它吸能装置 被触发参与吸能，而不是车体直接发生变形，提高轨道车辆的安全性。
中间底架11包括设置有用于形成门口的弧形开口1111的两个中间底架边梁111、至少一个中间底架中梁112、横梁113、中间底架地板114以及设置于弧形开口1111周边的门口补强结构；两个中间底架边梁111相对设置且均沿中间底架11的长度方向延伸；中间底架中梁112与中间底架边梁111平行设置；横梁113固定连接在中间底架边梁111和中间底架中梁112之间。如图1、图2、图3和图8结构所示，中间底架11不仅设置有两个中间底架边梁111，在两个中间底架边梁111之间还设置有两个中间底架中梁112，通过设置贯通的中间底架中梁112，使得中间底架11不仅可以通过中间底架边梁111承载，还可以通过中间底架中梁112来分担中间底架边梁111承受的载荷，进而能够降低中间底架边梁111承受的载荷，从而能够减小中间底架边梁111的结构尺寸和截面积，可以降低中间底架边梁111的截面高度，为个轨道车辆提供更多有效的高度空间；中间底架11均采用不锈钢材料制成，与相关碳钢材料中间底架相比，本申请实施例的中间底架11有利于提高防腐性能。中间底架中梁112的设置数量不限于图1中所示的两个，也可以为一个、三个或多个，具体设置数量和位置可以根据实际需要进行设置；如图1和图8结构所示，在中间底架边梁111上设置有用于形成门口的弧形开口1111，在每个中间底架边梁111上均设置有两个弧形开口1111，弧形开口1111均靠近端底架12一侧设置，由于中间底架11的高度较低，将门口设置在中间底架11上，便于乘客上下车，更适合在低站台运行环境下运营，尤其方便行动不便人士通过轮椅坡道登车。
如图1结构所示，上述底架1采用非船形结构，通过过渡连接结构13将中间底架11和端底架12固定连接一起，并在中间底架11的中间底架边梁111上设置有形成门口的弧形开口1111，使得门口可以设置在中间底架11部分上，降低了门口的高度，使乘客无需登车梯即可方便上下车，使轨道车辆更适合在低站台运行环境下运营，尤其方便行动不便人士通过轮椅坡道登车；中间底架11不仅设置有中间底架边梁111，并在中间底架边梁111之间设置有至少一个 中间底架中梁112，通过中间底架中梁112可以分担中间底架边梁111的载荷，能够减小中间底架边梁111的截面积，同时还能提高底架1可承受的压缩载荷；端底架12的端底架边梁123采用双边梁结构，并包括焊接连接于枕梁121一端的低合金钢边梁1231和焊接连接于低合金钢边梁1231的不锈钢边梁1232，通过低合金钢边梁1231便于与枕梁121焊接连接，而通过不锈钢边梁1232便于与不锈钢侧墙焊接连接，使不锈钢侧墙与端底架12之间能够牢固焊接，提高侧墙与端底架12之间的连接强度；同时，在端底架12上安装有用于安装回退式车钩的车钩安装座126，通过该车钩安装座126能够采用回退式车钩，回退式车钩在碰撞时吸收部分碰撞能量后剪切回退，回退过程中车钩不接触后部车体，从而不将超出车钩剪切力的碰撞载荷直接传递到车体，便于其它吸能装置在车钩回退时被触发参与吸能，而不是车体直接发生变形，从而有利于提高轨道车辆在碰撞时乘客的安全性。
因此，该底架1具有方便乘客上下车、减小中间底架边梁111截面积、增加车内可用空间、提高结构强度、使不锈钢侧墙与端底架12之间焊接牢固的特点。
一种具体的实施方式中，如图1和图3结构所示，过渡连接结构13包括相对设置的两个侧边过渡梁131、设置于两个侧边过渡梁131之间的至少一个中间过渡梁132、以及焊接连接于侧边过渡梁131和中间过渡梁132之间的连接板133；中间过渡梁132固定连接在端底架12与中间底架中梁112之间；侧边过渡梁131固定连接在端底架边梁123与中间底架边梁111之间。中间过渡梁132为不锈钢材料制成；侧边过渡梁131为低合金钢材料制成。
如图3结构所示，过渡连接结构13设置有两个侧边过渡梁131，侧边过渡梁131与端底架12的端底架边梁123和中间底架边梁111一一对应，并通过侧边过渡梁131将底架1同一侧的端底架边梁123和中间底架边梁111固定连接在一起；中间过渡梁132与中间底架11的中间底架中梁112和端底架12的纵梁(图中未示出)一一对应，通过中间过渡梁132将中间底架中梁112和端 底架12的纵梁固定连接在一起，从而实现端底架12到中间底架11之间的载荷传递；中间过渡梁132的设置位置和数量可以与中间底架中梁112一一对应。过渡连接结构13采用上述结构，能够保证端底架12与中间底架11之间的连接强度和刚度，满足北美客运铁路车辆的指标要求。
为了使回退式车钩在轨道车辆发生碰撞的过程中能够顺利进行回退，如图4和图5结构所示，车钩安装座126为中空结构，车钩安装座126背离端底架12的端部设置有车钩安装面；端底架端梁122设置有用于使回退式车钩从车钩安装座126朝向牵引梁124方向回退时穿设的回退通孔；牵引梁124设置有用于容置回退式车钩的回退空间。具体地，车钩安装座126可以为矩形管状结构，车钩安装座126设置有贯穿壁厚的多个通孔1261。通孔1261沿车钩安装座126的周向均匀分布且通孔1261设置于车钩安装座126的棱边上。为了方便车钩安装座126与端底架12和回退式车钩的连接，在车钩安装座126的两端可以分别设置有连接用法兰盘(图中未示出)，通孔1261可以设置在车钩安装座126的棱边上，也可以设置在车钩安装座126的侧面上，即，通孔1261的设置位置和设置数量可以根据实际情况进行确定，不限于图4和图5中结构所示的车钩安装座126。车钩安装座126可以为中空铸钢件。
如图6和图7结构所示，低合金钢边梁1231包括开口朝向牵引梁124的U形槽钢边梁12311以及用于封堵开口的立板12312；不锈钢边梁1232为U形不锈钢边梁1232，U形不锈钢边梁1232套设在U形槽钢边梁12311背离牵引梁124的一侧外周面；沿U形槽钢边梁12311的长度延伸方向，在U形槽钢边梁12311与立板12312围成的腔体内焊接有多个端底架边梁加强板1233。
在车体装配过程中，通过U形不锈钢边梁1232便于与侧墙的不锈钢侧墙板之间进行焊接，通过U形槽钢边梁12311便于和端底架横梁、枕梁121等碳钢部件进行焊接连接，因此，采用双层结构的端底架边梁123特别适用于不锈钢车体；通过设置在不锈钢边梁1232内侧的立板12312和端底架边梁加强板1233，可以使端底架边梁123的整个结构构成一个稳定的箱体结构，能极大提 升车钩抗压缩的性能，使车体结构可以达到可以满足重压缩工况(例如压缩3560kN工况)的承载要求。
如图5结构所示，牵引梁124包括第一立板(图中未示出)、第二立板(图中未示出)、顶板(图中未示出)、隔板(图中未示出)和底板(图中未示出)；第一立板和第二立板均与端底架边梁123平行设置；沿从端底架12朝向中间底架11的方向，第一立板和第二立板的高度均逐渐减小；底板和顶板均沿水平方向设置、且焊接连接于第一立板和第二立板之间；隔板焊接连接第一立板和第二立板，并且沿竖直方向位于底板和顶板之间。
上述牵引梁124采用多个板件焊接制成，并形成箱形结构，使得牵引梁124在正常工作过程中具有较高的结构强度和刚度，而在轨道车辆发生碰撞过程中，使回退式车钩在碰撞能量的挤压下能够顺利地从端底架12外侧回退到牵引梁124一侧。
为了提高中间底架11的结构强度，在中间底架11设置有门口的周围区域设置有门口补强结构，如图9和图10结构所示，门口补强结构包括焊接连接于中间底架边梁111内侧且与弧形开口1111位置相对应的门口补强梁115、焊接连接于中间底架边梁111的弧形开口1111侧且沿水平方向设置的多个补强板116、以及焊接在中间底架边梁111的弧形开口1111侧的堵板117；门口补强梁115贴附于中间底架边梁111的内侧；沿中间底架11的长度方向，门口补强梁115的长度大于弧形开口1111的长度。
通过设置于门口周围的门口补强梁115、补强板116以及堵板117，能够对开设有弧形开口1111的中间底架边梁111部分进行局部结构加强，避免因开设弧形开口1111而降低中间底架11的结构强度和刚度，同时还会通过门口补强结构增加底架1的结构强度和刚度，从而使底架1满足客户指标要求。
为了使中间底架边梁111既能具有足够的结构强度，还能降低质量进而实现轻量化设计，如图8和图10结构所示，中间底架边梁111由沿中间底架11的长度方向依次焊接连接的第一端部边梁1112、中部边梁1113和第二端部边 梁1114构成；其中：中部边梁1113采用厚度为5mm的不锈钢板制成；第一端部边梁1112和第二端部边梁1114均采用厚度为6mm的不锈钢板制成；中部边梁1113与第一端部边梁1112和第二端部边梁1114的焊缝均位于门口的中部。
由于在中间底架11的端部采用6mm厚的不锈钢板制备的第一端部边梁1112和第二端部边梁1114，能够提高门口周围的中间底架11的结构强度，防止因在中间底架边梁111上设置的弧形开口1111而降低中间底架边梁111的结构强度，而在中间底架11的中部采用5mm厚的不锈钢板制备的中部边梁1113，使中间底架边梁111在满足结构强度需求的前提下能够减轻底架1的质量，有利于底架1实现轻量化设计。
同时，为了进一步提高中间底架边梁111在端部的结构强度和刚度，如图10结构所示，第一端部边梁1112、中部边梁1113以及第二端部边梁1114在弧形开口1111位置处均设置有朝向门口补强梁115一侧的凸起；门口补强梁115设置有与凸起形状配合地侧面。即，沿底架1的宽度方向，中间底架边梁111在门口周围的宽度尺寸大于其它部分的宽度尺寸，从而增加了中间底架边梁111在门口周围的宽度尺寸，进一步提高中间底架边梁111在门口周围的结构强度和刚度，使底架1满足北美客户的指标需求。
如图9结构所示，上述底架1还包括固定安装于中间底架边梁111底部且与弧形开口1111位置相对的脚踏板14。通过增设在门口底部的脚踏板14，方便乘客上下车。
在上述各种实施例的基础上，为了进一步提高底架1的结构强度，使底架1满足抗压缩重承载要求(例如压缩3560kN)，如图2结构所示，中间底架11还包括固定连接在中间底架边梁111和中间底架中梁112之间的三角形加强板118，三角形加强板118可以焊接在中间底架地板114上；在中间底架中梁112的顶面焊接有用于防止底架1屈曲的多个防屈曲板119，防屈曲板119用于固定连接中间底架中梁112和设置在中间底架中梁112两侧的横梁113，通过防 屈曲板119可以防止在大的压缩载荷下底架1发生屈曲；中间底架中梁112为矩形管状结构；中间底架地板114为不锈钢波纹板，通过不锈钢波纹板可以防止中间低价地板发生屈曲。
尽管已描述了本申请的一些可选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (15)

  1. 一种用于轨道车辆的底架，包括中间底架和设置于所述中间底架两端的端底架；其特征在于，还包括固定连接在所述中间底架与所述端底架之间的过渡连接结构；
    所述端底架包括枕梁、端底架端梁、端底架边梁、牵引梁以及端底架地板；所述端底架边梁为双边梁结构，所述端底架边梁包括焊接连接于所述枕梁一端的低合金钢边梁和焊接连接于所述低合金钢边梁背离所述枕梁一侧的不锈钢边梁；所述端底架端梁在背离所述枕梁的一侧固定安装有用于安装回退式车钩的车钩安装座；所述牵引梁与所述端底架端梁和所述枕梁均固定连接；所述牵引梁与所述车钩安装座隔所述端底架端梁相对设置；
    所述中间底架包括设置有用于形成门口的弧形开口的两个中间底架边梁、至少一个中间底架中梁、横梁、中间底架地板以及设置于所述弧形开口周边的门口补强结构；两个所述中间底架边梁相对设置且均沿所述中间底架的长度方向延伸；所述中间底架中梁与所述中间底架边梁平行设置；所述横梁固定连接在所述中间底架边梁和所述中间底架中梁之间。
  2. 根据权利要求1所述的底架，其特征在于，所述过渡连接结构包括相对设置的两个侧边过渡梁、设置于两个所述侧边过渡梁之间的至少一个中间过渡梁、以及焊接连接于所述侧边过渡梁和所述中间过渡梁之间的连接板；
    所述中间过渡梁固定连接在所述端底架与所述中间底架中梁之间；
    所述侧边过渡梁固定连接在所述端底架边梁与所述中间底架边梁之间。
  3. 根据权利要求2所述的底架，其特征在于，所述中间过渡梁为不锈钢材料制成；
    所述侧边过渡梁为低合金钢材料制成。
  4. 根据权利要求2所述的底架，其特征在于，所述车钩安装座为中空结构，所述车钩安装座背离所述端底架的端部设置有车钩安装面；
    所述端底架端梁设置有用于使回退式车钩从所述车钩安装座朝向所述牵 引梁方向回退时穿设的回退通孔；
    所述牵引梁设置有用于容置所述回退式车钩的回退空间。
  5. 根据权利要求4所述的底架，其特征在于，所述车钩安装座为矩形管状结构，所述车钩安装座设置有贯穿壁厚的多个通孔。
  6. 根据权利要求5所述的底架，其特征在于，所述通孔沿所述车钩安装座的周向均匀分布且所述通孔设置于所述车钩安装座的棱边上。
  7. 根据权利要求1所述的底架，其特征在于，所述低合金钢边梁包括开口朝向所述牵引梁的U形槽钢边梁以及用于封堵所述开口的立板；
    所述不锈钢边梁为U形不锈钢边梁，所述U形不锈钢边梁套设在所述U形槽钢边梁背离所述牵引梁的一侧外周面；
    沿所述U形槽钢边梁的长度延伸方向，在所述U形槽钢边梁与所述立板围成的腔体内焊接有多个端底架边梁加强板。
  8. 根据权利要求1所述的底架，其特征在于，所述牵引梁包括第一立板、第二立板、顶板、隔板和底板；
    所述第一立板和所述第二立板均与所述端底架边梁平行设置；
    所述底板和所述顶板均沿水平方向设置、且焊接连接于所述第一立板和所述第二立板之间；
    所述隔板焊接连接所述第一立板和所述第二立板，并且沿竖直方向位于所述底板和所述顶板之间。
  9. 根据权利要求7所述的底架，其特征在于，沿从所述端底架朝向所述中间底架的方向，所述第一立板和所述第二立板的高度均逐渐减小。
  10. 根据权利要求1-9任一项所述的底架，其特征在于，所述门口补强结构包括焊接连接于所述中间底架边梁内侧且与所述弧形开口位置相对应的门口补强梁、焊接连接于所述中间底架边梁的所述弧形开口侧且沿水平方向设置的多个补强板、以及焊接在所述中间底架边梁的所述弧形开口侧的堵板；
    所述门口补强梁贴附于所述中间底架边梁的内侧；沿所述中间底架的长度 方向，所述门口补强梁的长度大于所述弧形开口的长度。
  11. 根据权利要求10所述的底架，其特征在于，所述中间底架边梁由沿所述中间底架的长度方向依次焊接连接的第一端部边梁、中部边梁和第二端部边梁构成；其中：
    所述中部边梁采用厚度为5mm的不锈钢板制成；
    所述第一端部边梁和所述第二端部边梁均采用厚度为6mm的不锈钢板制成；
    所述中部边梁与所述第一端部边梁和所述第二端部边梁的焊缝均位于所述门口的中部。
  12. 根据权利要求11所述的底架，其特征在于，所述第一端部边梁、所述中部边梁以及所述第二端部边梁在所述弧形开口位置处均设置有朝向所述门口补强梁一侧的凸起；
    所述门口补强梁设置有与所述凸起形状配合地侧面。
  13. 根据权利要求1-9任一项所述的底架，其特征在于，还包括固定安装于中间底架边梁底部且与所述弧形开口位置相对的脚踏板。
  14. 根据权利要求1-9任一项所述的底架，其特征在于，
    所述中间底架还包括固定连接在所述中间底架边梁和所述中间底架中梁之间的三角形加强板；
    在所述中间底架中梁的顶面焊接有用于防止所述底架屈曲的多个防屈曲板，所述防屈曲板用于固定连接所述中间底架中梁和设置在所述中间底架中梁两侧的所述横梁；
    所述中间底架中梁为矩形管状结构；
    所述中间底架地板为不锈钢波纹板。
  15. 一种轨道车辆，其特征在于，包括如权利要求1-14任一项所述的底架。
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